bragdon



. E, .00. m. mwN. .h f .muy OO v e 1 4 .w @l HD AM I. .I. n NAM..v v OR ,aw D.RD. .GN RN ,B w DJM CA n MA Tu A N G I S om 8. 8l. .1. O e d .9 o 0 m N J atti? N. PETERS Pmwunwgnpm wma-15cm n.1;

(No Model.) v ,-4 Sheets-Sheet 2. M. G. BRAGDON.

SIGNAL APPARATUS FOR RAILWAYS. No. 290,388. y y Patented Dec. 18, 1883.

mi?, l

n. Perznsf Phmwhugnpnwr, wumngm, n. a

(No Model.) 4 Sheets-Sheet 3.

M o'. BRAGDON. SIGNAL APPARATUS POR RAILWAYS.

agi/Zic@ 'muy N. Prune. Mummy washing mc.

I' iran?? STATESY PATENT Ottieni.

a SIGNAL APPARATUS FOR RAILWAYS.

SPECEFIQTION forming part of Letters Patent No. 290,388, dated December 18, 1883.

.To @ZZ whom t 17mg/ concern:

Be it yknown that I', MELviLLE Cox BRAG- DON, of Newton Highlands, in the county of Middlesex, of the Commonwealth of Massachusetts, have invented a new and useful Improvement in Signal Apparatus for Railways; and I do hereby declare the same to be described in the followingI specification, and represented in the accompanying drawings, of which- Figure 1 is a top view or diagram exhibiting the arrangement of the main parts or members of my signal apparatus relatively to a railway-track, its turn-out, and switch. Fig. 2 is a top view, Fig. 3 an end elevation, Fig. 4 atransverse section, and Fig. 5 a longitudinal section, of the track-target escapement motor- -actuator F, to be described. Fig. 6 is a top View, Fig. 7 a front elevation, Fig. 8 a rear elevation, Fig. 9 a transverse and vertical section, and Fig. 10 a vertical and longitudinal section, of one of the main-track-target apparatuses D, to be described. Fig. 11 is a top view, Fig. 12 a front elevation, Fig. 13 a rear elevation, Fig. 14 a vertical and transverse section, and Fig.A 15 a vertical and longitudinal section, of the switch-target apparatus E, to be described. Fig. 16 is a top view, Fig. 17 a front elevation, Fig. 18 an inner side elevation, and Fig. 19 a transverse and vertical section, of the switch-target-motor actuator G, to be hereinafter described.

The said apparatus is to give notice toa car or train approaching a station, whether the section or track between it and the next succeeding station is unblocked or clear of any train or car. The stations are usually arranged about one mile apart.

The apparatus is also to give notice to a car or train whether the switch at the stationto which such car or train may be approaching is in or out of alignment with theI main track, such being to prevent the said approaching car or train from colliding with Aa car or train, either upon the main track or upon the turnout or switching-track to which the switch may appertain.

On a car or train passing a station, the danger-signal will be made by the red target of the part of the apparatus at such station being thrown down, so as to cover the opening of its standard. Shortly after the danger-sig- Application filed July l0, 1883. (No model.)

nal of the station next in rear will be thrown up or above its standard opening, so as to uncover such opening, and thereby indicate the track between the two stations is unblocked or clear. Vhen the switch may be in line with or' adjusted to the main track, the switch signal-target will be up or above the hole in its standard, and such target will be down, so

Y as to cover the hole when the switch is out of line with the main track or into line with the turnout.

In Fig. 1, S and S represent two stations, which maybe supposed to be one mile apart on a railway, of which A denotes the main track, B a turnout, and C a switch, the latter being at the junction of the main and turn-out tracks.

D D are what may be termed the maintrack target apparatuses, E, the switch-target apparatus, F F track-target-escapementmotor actuators, F F tracktarget-eleVat ing-motor actuators, and G the switchtarget-motor actuator,77 all of which, with their connecting-tubes, willbehereinafter explained.

As the members F F and F F are alike in construction, a description of one of themwill suffice for each of the others.

In arranging the above-named members of the apparatus relatively to the station, the main track, and the switch, there is to be at each station a member or apparatus, F, and in advance of it, at about'one thousand feet distant, a member or apparatus, F. There should also be at about two hundred feet in advance of the station, amember or apparatus, D.

At the station S', opposite to its member or apparatus D, is to be located the member or apparatus E, while next or aside ofthe switch is to be placed the member or apparatus G, all being essentially as represented in Fig. 1.l

Each of the members or apparatuses F and F may be thus described, reference being had to Figs. 2, 3, 4, and 5 of the drawings, in which a denotes a lever fulcrumed to a short post, b, and having a spiral spring, c, arranged under its shorter arm to bear it upward. The said shorter arm is to be supposed, to be so arranged relatively to the railway-track as to be passed over by the wheels of one side of a car or train while such car or train may be IOO il y 290,385

running by such lever. At the end of its `longer arm the lever carries a toothed sector, c, to engage with a gear, d, fixed on a tubular shalt, e, that turns on the drivingarbor fof a train of gear, H. The last or uppermost gear of the said train has to its arbor g one or more fans or vanes, 71 to so act against the atmosphere while the arbor may be in revolution as to retard the running down of the train of gearing between the impacts of the several wheels of the train. A ratchet-wheel, t', fixed on the shaft e and arranged alongside of the lowermost gear of the train connects with such gear by means of one or more pawls, 7.1, such being so that on the longer arm of the lever a rising upward, the tubular shaft e will be revolved backward, so as to disconnect the ratchet-wheel and the said lowerniost gear of the train. The said longer arm will be moved upward by the wheels of the car or train passing over and depressing the shorter arm of the lever, whose spring c at the same time will be contracted. After being so contracted, the spring in expanding will move the lever so as to depress its longer arm, and thereby cause the gears of the train H to be revolved.

On the top of the frame l for supporting the arbors ofthe train oi' gears H there is iixed a suction or exhaust bellows, I, whose movable diaphragm on has iixed to it at its central parta heavy weight, n, that rests on the inner arm of a lever, o, fulcrumed within the frame Z. From the outer arm oi" the said lever o a rod, p, depends and hooks under the longer arm of the levera. On the said longer arm being forced upward the weight n will be free to fall and pull down with it the diaphragm of the bellows, whereby such bellows will be caused to draw air from a tube, K, leading from it to the upper bellows, L, of the next ad j aeent main-track-target mechanism D.

A spring, a, may be used together with or instead of weight n.

In the above description of the apparatus, it is to be understood that the tube K of apparatus F leads to the bellows M ofthe apparatus D. The diaphragm q of the said bellows L (see Figs. (i, 8, and 9) is connected at its center by a string, r, to the weighted eseapement-lever s ofthe said main-track-target mechanism D, which may be thus explained, reference being had to Figs. 6, 7, 8, 9. and 10.

Besides the bellows L, there is, below it and upon the base tof the standard e of the mechanism or apparatus D, anotherexhaust-bellows, M, from which a pipe, N, leads to the exhaustbellows of the track-target-elevating-motor actuator F of the station S.

Through the standard a3 is a round hole, u, to which is applied a target, O, which is to so operate with the hole as to either cover or uncover it. The target is supported by an arm, e, extending from a tube, lw, arranged to turn on a stud or `journal, x, projecting from the standard.

From the tube w an arm, y, proj eets and rests upon the top of a rod or valve, z, which is adapted to slide vertically within a proj eetion, e', and rests upon the inner arm of a lever, b', pivoted to a standard, om, arranged as represented. The other arm of the said lever is connected with the diaphragm d of the bellows M. rlhe weighted escapement-lever s, fulcrumed to the projection a', and arranged in a notch, g, ofthe valve or rod e, and formed as represented, is, when at its lower position, to hold the rod z up, so as to canse the target O to be above and uncover the hole u. On the diaphragm of the bellows L being drawn in, the eseapement-lever will be moved so as to allow the rod and the target to fall, and the latter to cover the opening..

From the above it will be seen that on a railway ear or train passing across the shorter arm ofthe lever a of the apparatus F at the station S, the upper bellows or eseapementmotor of the apparatus D next thereto will be operated so as to draw inward or turn on its fulcruni the escapement-lever s and allow the target O to fall and cover its hole, such being to show to a train that may arrive at the station S that there is between the two stations S S a ear or train, or, that, in common parlanee, the track is blocked.77 On the blocking ear or train having passed over the shorter arm oi' the lever c ofthe apparatus F', just in advance of the station S, the target of the appa' ratus D of the station in rear oi' the said station S will be thrown up so as to uncover its hole, and thereby indicate to a train that may be approaching it that the section of track next in advance of itis unblocked. So, on the blocking train or ear having passed the station S and over the shorter arm of the lever of the apparatus F next beyond such station, such apparatus will be put in operation, so as to cause air to be drawn through the tube N, and to depress the diaphragm of the lower bellows of the apparatus D next the station S, thereby causing the target of such apparatus to be thrown up off its hole in order to indicate that the section ot track between the two stations S and S is free or unblocked.A

Extending through the projection a is apassage, e', which is covered by the rod or valve z, through which, laterally, is a hole, F. Vhen the said rod or valve is at its higher position, the hole f opens into the passage c; but when the valve is at its lower position, it closes the passage or prevents air from passing through it. A pipe, N opens communicationbetween the passage e at one end thereof, and the upper bellows, u2, of the apparatus G, so a pipe, O', leads from the outer end of such passage to and opens into the valve-chest g2 of the apparatus E containing theswitch-target. Such apparatus may be thus described, reference being had to Figs. 11, 12, 13, 14, and 15. It is provided with two bellows, h and i. The

upper one, h', communicates with the valvechest g2 by means of a pipe, k. The lower bel- IIO The spring-latch is thrown out of engagement with the lever x2, when the upper arm of the lever fw is moved. toward the bellows u2, the engaging notch of the spring latch being formed so as to readily allow the lever to slip out ofit when such lever is forced downward by the lever w.

When the lever w is turned toward the diaphragm of bellows u2, air is forced through pipes N and O into the chamber g2 of apparatus E, and through pipes 7c and Z into bellows h and i', which allows the escapement-lever s to fall and the rod r to be moved upward, so that the target q2 is lifted. As the air enters the chamber g2 the valve m is closed, which prevents the air from passing out of pipe P, and compels it to enter the other pipes, as described.

From the above it will also be seen that the switchman cannot move the lever w while the switch is out of alignment with the main track, as the notch in the collar would not be in-position for its latch to enter it.

Each of the apparatuses F and F', hereinbefore described, is analogous to what is covered by the first and fourth claims in the United States Patent No. 244,430, granted to me July 19, 1881; and, therefore, it is not herein claimed by me, except in its combination with other apparatuses, as herein explained.

I claim- 1. The combination of the apparatus F F and D, as set forth.

2. Thecombination, in one group, of the app paratus F D E G at one station with the apparatus F at the next, as set forth.

3. The combination, with the main track, the turn-out, and switch, of the apparatuses' G and E and their connecting-pipes, substantially as set forth.

4. The apparatus D, substantially as described, consisting of the post or standard a3, the two bellows L M, the target O, the escapement-lever s, the notched vertically-sli ding and perforated rod 2, projection a, (having passage e,) and lever b', all arranged and adapted essentially as set forth.

5. The apparatusV E, substantially as described, consisting of the standard a4, two bellows, h and i', valve-chest g2, valve m', box o', passage u, target q', notched and Vperforated slide-rod r', escapement-lever s', and connecting-pipes k and l', all arranged and adapted essentially as represented.

6. The apparatus G, substantially as described, consisting of the bellows u2 c', levers' w x2, spring-latch a2, gravitating lever or latch b2, and the slide-rod e' and its notched collar d2, all arranged and adapted essentially as set forth.

7. The combination of the apparatuses G and E," prov'idedwith connecting-pipes, and adapted to operate substantially as set forth.

8. The combination of bellows'u2 v, lever w, and the apparatus E, and pipes connecting such bellows with such apparatus E, substantially as set forth.

MELVILLE COX BRAGDON.

W'itnesses:

R. H. EDDY, E. B. PRATT.

lows, i, also communicates with the said valvechest by means of apipe, Z. \Vithin the valvechest g'l is a valve, m', to close a passage, n, leading from the said chest through a proj ection or box, o. This passage at its opposite end communicates by means of apipe, P, with the lower bellows of the apparatus G at the switch.

In some cases the two apparatuses G and E may be used by having the pipe N communicate directly with the valve-chest of the latter of them; but there is an advantage, as will be seen, in having the connection through the apparatus D and the pipe O', for when a train or car is operating the lever a of the apparatus F at the station S, the target of the apparatus D next in advance will be dropped to cover its hole` communication being at the same time shut off between the apparatuses E and G by means of the valve e, thereby rendering it impossible for the switch to be moved out of alignment with the main track, as the switch is interloeked with the apparatus G, as will be seen, or the target ofthe apparatus E to be dropped over its hole, as will be hereinafter explained. The switch cannot be moved or its target dropped until the car or train may reach and cross the shorter arm of the lever c of the apparatus F at the station in advance of the station S.

The said apparatus Elias through its standard a* a hole, p', and there are to such hole a target, q, a slide or rod, r', and an escapement-lever, s', all substantially like the target O, its rod :and escapenient-lever s, hereinbeiore described as appurtenant to the apparatus D. The rod r crosses the passage u', and has extending laterally through it (the said rod) ahole, t. Then the valve or rod r/ is at its lower position, this hole opens into the passage u; but when the rod r is in its highest position, it closes the passage or prevents air from passing through it. The rod r rests at its foot on the diaghragm ot' the lower belA lows, i. The escapement-lever s is connected with the diaphragm ofthe upper bellows, It', as is the escapement s with the diaphragm of its operative motor or bellows.

The next portion of the apparatus to be described is the apparatus G-or,in other words, the switch-target-motor actuator-reference being had to Figs. 16, 17, 18, and 19.

There are to the apparatus G, two bellows, u2 and t. The diaphragm of the upper bellows, u?, has a lever, w, applied to it for working it, the said' lever being arranged,as shown, and fulcrumed to a projection, av', below which it extends, as represented. On taking hold ot' the upper arm of the said lever and moving it away from the bellows u2, the said diaphragm will be pulled outwardly, so as to cause the bellows to draw air from the piping N and O', and the valve-chest,and the two bellows of the apparatus E,whereby the target ot' such apparatus will be caused to fall and cover the hole,

so as to indicate that the switch is ont of alignment with the main track. The attendant of the switch, immediately before having moved the switch to align with the turn-out. is to move the lever w as stated. Should the switchtender accidentally omit to move the lever w in order to cause the target of the apparatus E to be dropped, accident might follow to an approaching train,whose engineer, seeing the danger-target up or off its hole, would very likely run the train forward and oit the main track at the switch.

To cause the switch-tender to be sure to move the lever w as may be required, there is to the apparatus mechanism by which the switch is locked into alignment with the main track until the lever w is so moved, and thus the switch-tender cannot move the switch out of such alignment while the lever w is back or not moved, as explained.

Under the lower arm ofthe lever w', arranged therewith as shown, is a lever, x2, fulcrumed to a standard, y. One arm ofthe lever x2 is connected with the diaphragm of the lower bellows, o'. The other arm has a weight, z, fixed to it, to ovcrbalance the weight ofthe irst arm. The weighted arm at its end abuts against a spring-latch, (t2, and extends across a gravitating lever or latch, b2, fulcrumed to a standard, c2. The shorter arm of the said latch is heavier than the longer arm,which extends into a catch-notch formed in a collar, (l2, fixed on a slide-rod, c'l. This i'od at one end of it is to bel jointed to the switch in order that 'he rod may move with the switch, and while the latch is in the notch of the collar Z2 prevent the switch from being moved out of alignment with the main track.

In moving the upper arm ofthe lever w' toward the bellows u, the lower arm of such lever, which is cam-shaped at its lower end, as represented, acts on the weighted arm of the lever x2 so as to cause it to torce the latch down into and hold it within the notch ot' the collar di. On the upper arm of the lever w being moved away from the bellows n?, the lower arm of such lever will allow the lever .r2 to be turned and the latch to be moved up out of engagement with the collar. On so moving the lever w the diaphragm of its bellows a2 will be drawn outward, whereby air will be drawn by means of the pipes N and O from the two bellows of the apparatus E. In this case such apparatus E will be caused to open communication with the pipe l?, leading to the lowerbellows, o', of the apparatus The diaphragm of such bellows v, in consequence et' air being drawn out of the bellows, will be depressed, so as to move the lever mi upward relatively to the latch, in which case the gravitating arm ofthe latch will be free to fall and move the latch out of engagement with the collar (Z2 of the slide-rod c2. The spring-latch a2 will engage with the lever at', so as 'to prevent it from being moved down upon the lever-latch, while the switch may be moved by the switch-tender.

ICO

IIO

IZO 

